Internal-combustion engine



Oct. 12, 1948. DAUB 2,451,322

INTERNAL- COMBUSTION ENGINE Filed Dec. 22, 1944 2 She'ets-Sheet l oct. 12, 194s. R. DAUB 2,451,322

A INTERNAL-COMBUSTION ENGINE Filed De. 22, 1944 2 Sheets-Sheet 2 @www ' INVENTOR.

ATTORNEY Patented Oct. l2, 1948 UNITED STATES PATENT OFFICE INTERNAL-CORIBUSTION ENGINE vRudolph Daub, W est Caldwell, N. J;

Application December 22, 19114, Seria'lNo. 569,317

This invention relates to 2cycle internal combustion engines and particularly to such engines in which the pistons are paired, each pair being connected to a. single crank pin.

The main object of the invention is an engine of this7 type containing features and characteristics conducive to more economical manufacturmethods.

Another object is an engine, the structure of which permits the extensive use of light alloy die castings.

Another object is an improved cylinder, gas

tank, needle valve and ignition timer arrange-l .ment especially adaptable to miniature model` engines such as used in toy airplanes, boats and racing cars.

Other objects will be apparent in the-following specifications and drawings showing a preferred form of the invention in which Fig. l is a longitudinal section through the engine assembly taken at the line I--I of Fig. 2;

Fig. 2 is a cross section through the engine taken at the line 2 2 of Fig. l;A

Fig. 3 is a top view of the cylinder head;

Fig. 4 is a fragmentary section showing the gas transfer channel connecting the crankcase with the lcylinder intake ports and taken on line 4-4 of Fig. 2;

Fig. 5 is a section through the crankcase intake port belt taken on line 5- 5 of Fig. 2;

Fig. 6 is a section through the cylinder intake and cylinder exhaust port belts taken on line 6--5 of Fig. 2;

Fig. 7 is a front view of a gasket structure; and

Fig. 8 is a fragmentary front view of the engine with the cover and gasket removed. I

Referring to Figs. 1 and 2, I0 is the cylinder and crankcase housing casein one piece providing cylinders 55, 5S and crankcase 51. At ll is seen a boss forming the bearing for the shaftA I2 of the rear crankshaft assembly I3. At portion I4 of the shaft is fastened a cam I5 adapted to operate an ignition timer I6 in the conventional manner.

Rear crankshaft assembly I3 consists in -addition to shaft I2 of a crankcheek I'I having a bore I8 which fits crankpin I9 of front crankshaft assembly 20 and thereby has the motion of the front crankshaft imparted to it. Rear shaft I2 has a notch '2I into which the material of die-cast cheek I7 flows thereby providing a positive torque transmitting device besides confining the cheek in its correct axial position Eon shaft I2.

Fabricated in a. similar manner is front crankshaft 20, i. e., crankpin I9 and front shaft 22 and 5 Claims. (Cl. 12S-73) E counterweight 23 are placed in a metal die having a cavity in the shape of front crankcheek 24. The metal poured into this cavity will combine these separate pieces into a tightly gripped one piece assembly. To absolutely insure this grip slot 25 and hole 2B are provided in the cheek, the latter one to receive a clamp bolt 21. Positive axial location is maintained by notches in crankpin i9 and shaft `22, both notches partially embracing clamp bolt 21.

Counterweight 23 is a steel or brass stamping and is` provided with holes l29, the holes, being iilled by the metal during the casting process, forming the means for retaining the counterweight within its confines of the crankcheek 24.

By the aforesaid means and method a very sound crankshaft can be fabricated very economically, requiring a minimum amount of machining, because for both crankpin and shaft commercial drill rod stock, which is made to very close vtolerances and'marketed at a low price, can be employed, limiting the machining operations for the entire shaft to cutting threads 28 only, said thread to receive a nut retaining the propeller, flywheel or the like.

The housing IIJ has a iiat face |29 coinciding with line 8-8 on Fig. 1, the face being of a shape as seen in Fig. 8. Terminating at said face |29 are crankcase intake port belt 30, cylinder intake port belt 3| and cylinder exhaust port belt 32. In communication with these port belts are the holes 33 of the cylinder sleeves 34, said cylinder sleeves being inserted into bores ofbrankcase and cylinder housing I U. The upper edge of one piston El] times the opening and closing of the cylinder intake ports at belt 3|, the upper edge of the other piston 6I that of the cylinder exhaust ports at belt 32, while the loweredges of both pistons B, 6I time the opening and closing of the crankcase intake ports at belt `'30.

Also terminating in face I29 is gas and air inlet conduit 35 located in between the cylinders and in communication with 'crankcase intake port belt 3U on one side and air inlet bore 36 on the other side, said air inlet bore being part of cover" 31, as best seen in Figs. l and 5. Coaxial with said al1` inlet bore 36 is located needle 38, the pointed portion of the needle serving as a valve for gasoline jet hole 39. This jet hole is located in vertical gasoline conduit 4B the inner end of the conduit being in open communication with the interior of` fuel tank 4I. Needle valve 38 is operable by turning screw knob 42 in the conventional manner. This novel arrangement eliminates all outside piping and the danger of breakder a partial vacuum causing the gasoline to be drawn from the tank 4l up through conduit 40 and out the jet 39 where'on its way to the crankcase it is mixed with the air and thereby forming acorn` bustible mixture. The ingoing pistons compress this mixture up to the time the upper edge iof the intake piston uncovers the holes 33 in the intake cylinder sleeve which are in communication 'with the cylinder intake port belt 3l, when the compressed mixture is allowed to enter the cylinder for :scavenging via the 'connection between intake port belt 3l andthe crankcase, formed zby trans-v fer channel 44 asbest show-n in'Figs. 4, 7, 5, 6 and 8. Exit `of the -bu-rnt -gases .from the cylinder occurs through the sleeve ports which are in connection with cylinder exhaust belt 32 and exhaust pipe i5 as lbest indicated in 5,

Cover-3l has `integrallyconnectc-id to ita bearing extension d5., the connection being strengthened by ribs 46. The bearing extension has a bushing lll., the bushing being held 3by meansof `a threaded nut e3 which nut also 4acts as va retainer yfor fuel tank il with gaskets 49 and 5D forming the seals. Fuel .hose 54 connected to conduit 40 reaches to the bottom of Vthe tank with .a length S Tfor upright engine installation and `length .L for inverted engine installation. In the latter case. tank 4| must be rotated .180so as to maintain atop location vfor ller cap '52. v Y.

Located between face VL29 of crankcase and cyl` inder housing l and the .mating lface o'f'cover 3l isa .gasket member 53. This .member besides fulfil-ling 'its functions as a seal :is .perforated in such a .manner as to form a partition for trans-v fer channel 'All as best seen in Fig. 5. It .also provides taseal between exhaust port'belt 32 and inlet' belts 3B and 3l. This design permits casting .of all portbelts Vin the crankcase-and cylinder house ing v[Band also the transfer channel in cover 3l housing Ill by screw fastenings 'E3 and provides thespark plug opening '59 at the center of `the combustion-space. `Piston '6D is connected to the crankpin -|9by master connecting nod 6'3 ,joined to the master rod 'B2 atpivot 64 Although a specific embodiment of the yinven- .tion .has been illustrated 'as adapted to a dual cylinder Vdesign,`it willbe apparent'that theinvention could be' adapted to a single cylinderfconstruction vand that various .other alter'ations inthe 4 details of construction may be made without departing from the scope of the invention as indicated by the appended claims. f For instance, in Diesel operation of the engine, the usual injector will replace the spark plug in opening 59. Various sizes of engines may be built formed with a plurality of cylinderaliners forsaid although the form shown is particularly adapted' for small powers. With a piston diameter of one inch the dual cylinder unit shown develops about Y.

mixture. 2. l'znsa 2-cycle internal combustion engine, a

casting formed with a plurality of cylinders, liners for said cylinders having .ports for the passage of gases, belt passagesin said casting completely around each uofsaid `liners `atsaid :ports and hav-y ing parallel sides extending toaface of said cast# ing, anda cover plate-fastened tosaid face of .said casting over said passages.

3. A -2-cycle-.internal combustion engine as set forth in claim 2 in which one o'f said'belt passages is `an intake and the adjacent .belt :passage is an exhaust.

4. An internal combustion engine comprising .ya cylinder and .crankcase housing formed .by integ-ral casting fandlhaving `a transverse face providing fuel passage openings, .a cover means .for said vface 'forminga wallor a ueljpassage .of .said casting and provided with a Afuel supply reservoir around a portion of the crankshaft, and a crank-k shaft journaled insaid casting .and said cover means.

5. In an internal combustion engine a casting cylinders havingportsffor thepassage of gases, belt passages around each of said .liners-'in rsaid casing and extending "to openingsfa't 4the faceoi the casting-on one side thereof, acover fastened to said face over saidpassages and .providing a.

closure vfor one of .said .openings and a conduit for another, and a fuel intake carried 'by saidcover.

. Y RUDOLPH DAUB.

` Y RE-FRisNcsciTEn The :following references iene bflrecerd in the le of this patent: 1 Y, Y

UN-Ifrnnsas'insrnrnuafs Y y .Date

Number Name 359.290. Stanwood g -.Mar.. 15.5.1887 .7p-13,5192 Qstenberg .118', 1902 .864,344 Hudson 1-Sept. J3, 1:9051 .924,483 Manuel annees, .1909Y .952.706 Lucas rMa-r. 22,19-10 2.069,315 Irgens .Feu 2,193.7' 2,213.202 Jackson j lFeb-. L17., .-1942 Carlson Sept, 1 4, '.1943 n 

